Method of forming a foamed sandwich panel

ABSTRACT

A panel adapted to receive transverse compressive stress comprising, two spaced parallel sheets, a plurality of spacers between said sheets each constituted by a tubular skin surrounding expanded plastic foam having cells elongated in a direction parallel to said skin and perpendicular to said sheets, and plastic foam expanded in the remaining volume between said sheets.

United States Patent George R. Hettner Cincinnati, Ohio May 28, 1969 Nov. 16, 1971 Pullman Incorporated Chicago, Ill.

Original application June 1, 1964, Ser. No. 371,426, now Patent No. 3,470,058, dated Sept. 30, 1969. Divided and this application May 28, 1969, Ser. No. 828,794

Inventor Appl. No. Filed Patented Assignee METHOD OF FORMING A FOAMED SANDWICH PANEL 4 Claims, 8 Drawing Figs.

US. Cl 156/79, 264/45 Int. Cl B32b 5/20 Field of Search 156/79,

[56] References Cited UNITED STATES PATENTS 1,900,298 3/1933 Morris 264/159 2,910,730 1 H1959 Risch 264/45 3,407,111 l0/l968 Reilly l56/79 X Primary Examiner-Benjamin A. Borchelt Assistant Examiner-G. E. Montone Attorney-Wood, l-lerron & Evans ABSTRACT: A panel adapted to receive transverse compressive stress comprising, two spaced parallel sheets, a plurality of spacers between said sheets each constituted by a tubular skin surrounding expanded plastic foam having cells elongated in a direction parallel to said skin and perpendicular to said sheets, and plastic foam expanded in the remaining volume between said sheets.

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METHOD OF FORMING A FOAMED SANDWICH PANEL This is a divisional application of my copending application, Ser. No. 37 L426 filed June l, 1964, now U.S. Pat. No. 3,470,058 granted Sept. 30, 1969.

This invention relates to structural elements formed principally of expanded plastic foam and more particularly the invention is directed to the formation of an insulated floor panel for use in the manufacture of refrigerated cargo bodies. It will be observed in the following description that the invention has application much wider than the manufacture of floors for refrigerated cargo bodies but its genesis was in the solution to problems occurring in such cargo bodies and since its advantages will be readily demonstrated in that context, the invention will be described in relation to refrigerated cargo bodies.

In the manufacture of refrigerated cargo bodies, the floor structure has been constituted in part by spaced parallel sheets of plywood, the sheets being spaced apart by wooden cross bolsters extending transversely to the length of the cargo body on 12-inch centers. The cross bolsters space the sheets apart a distance of about 4 inches and are adapted to withstand the rather considerable compression forces of a forklift truck commonly used during the loading and unloading of cargo. The space between the sheets has been filled with polyurethane foam to impart the needed insulative quality to the floor. The upper surface of the floor has been covered by a metallic floor structure which transmits the load to the insulative sandwich and additionally is preferably designed to minimize, insofar as possible, the seepage of liquids into the sandwich structure below.

It has been an objective of the present invention to substitute for the wooden cross bolsters employed in the floor a structure which is substantially entirely a plastic foam, preferably polyurethane. There is much to be gained from such a substitution. The insulative qualities of wood are markedly inferior to those of polyurethane foam. In the structure described, the wood covers approximately 12 percent of the area through which heat passes in the panel. If the wood could be replaced, by a material such as foam having greater insulative quality, the insulative quality of the complete floor could be increased by l percent.

Still further, wood is heavy, having a weight l0 times that of the plastic foam. It should be understood that for every pound of structural weight which can be eliminated without sacrifice to the strength of the unit, a pound of payload can be carried by the unit.

It has been impossible within sound economic practice, to prevent the introduction of some liquid into the sandwich panel. The cargoes, particularly the meats, in the cargo bodies cause another part of the problem. The meats drip blood onto the floor. Because of the temperature differential between the inside and outside of the cargo body, a considerable amount of moisture condenses on the metallic floor structure. The moisture combined with the blood causes a very considerable accumulation of liquid which sloshes about and seeps its way through the joints in the metallic floor covering and through the joints between the panel sheets. This bloody liquid causes the wood, usually fir, in the cross bolster to rot.

In general then, about the only thing that can be said for wood as a structural element used to withstand the compressive stress of the floor panel sandwich structure is that it is inexpensive. It is, therefore, desirable to replace as .much wood as possible in the panel.

An objective of the present invention has been to provide a structural element formed principally of plastic foam which can be substituted for the wooden cross bolsters to provide the support for the compressive loading on the floor panel of the refrigerated cargo body.

The structural element of the invention is formed by first forming polyurethane vertically in an elongated tube and after it has set, cutting the tube into short structural elements. The length of the tube is not critical to the formation of the elements for as long as the tube is filled to about one-thirtieth of its height with the liquid polyurethane, that polyurethane will expand to fill the tube.

The ability of the foam in the tube, before it is cut, to resist compressive stress in a direction transverse to its rise axis (vertical direction of expansion) may vary as much as 5 to 1 along the length of the tube. Near the top of the tube where the final stages of expansion has taken place and the cells are quite long, the compressive strength transverse to the rise axis is very low. The strength of the foam parallel to the rise axis, however, is great, the elongating of the cells contributing to its strength. Therefore, at the top end of the tube in which the foam has been expanded the strength parallel to the rise axis is as much as four times as great as the compressive strength perpendicular to the rise axis.

While there is some variation in the strength parallel to the rise axis along the length of the tube, for all practical purposes the strength is substantially uniform, At the lower portions of the tube, the elongation of the cells is not so marked and the strength attributable to the elongation of the cells is reduced, but compensating for it is the greater density of the cells. Thus at the bottom of the tube where there is practically no elongation of the cell structure, the foam is quite dense and has substantially the same resistance to compressive strength in a direction parallel to the rise axis as has the structure at the upper end of the tube.

The disc elements are constituted by a tubular skin and polyurethane foam expanded in the skin. The skin alone, of course, has minimal compressive strength. The foam itself has minimal compressive strength, the strength being slightly greater than 40 p.s.i. parallel to the rise axis. When the foam and skin are combined in the manner described above, the compressive strength is dramatically increased to approximately 500 psi. A plurality of these elements are spaced substantially uniformly throughout the space between two panel sheets and the remaining space between sheets may be filled by any insulative material including a plastic foam to form a panel element.

Another objective of the invention has been to provide a new insulated panel element having many applications including that of a floor structure for refrigerated cargo bodies.

It has been another objective of the invention to provide an edge structure for panels which is adapted for interconnecting similarly formed panels to provide an interlocking joint structure.

These and other objectives of the invention will become more readily apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

FIG. 1 is a perspective view of a semitrailer having a cargo body in which the present invention is to be used,

FIG. 2 is a fragmentary view illustrating the cargo body floor structure using the invention,

FIGS. 3, 4, and 5 are perspective views illustrating the formation of the compression element of the invention,

FIG. 6 is a fragmentary perspective view showing the panel structure,

FIG. 7 is a fragmentary cross-sectional view of a joint formed between panel members, and

FIG. 8 is a fragmentary cross-sectional view of the corner structure of a cargo body utilizing the invention.

In its general organization and construction, the cargo body illustrated in FIG. I is well known. The known details of construction will not be described specifically herein but rather attention will be particularly directed to the manner in which the present invention is employed in manufacture of such a cargo body.

Referring to FIG. 2, the cargo body is shown as having insulated side walls 10 and a floor I1 formed of insulative panels 12. The panels are mounted on steel cross bolsters l3 and the upper surface of the panels support a metallic floor 14.

The floor panels are formed as a sandwich of polyurethane foam 16 disposed between a bottom sheet 17 and a top sheet 18. The sheets are maintained in their spaced parallel relation principally by discs 19 and half discs 20 which are the essential structural elements of the present invention.

The structural elements 19 and which must withstand the compression stress applied to the floor of the cargo body are formed as illustrated in FIGS. 3, 4 and 5. A hollow tube which is long in comparison to its diameter is filled with an expanded polyurethane foam 26. By way of example, a craft paper or plastic tube which is approximately four inches in diameter and which is 4 feet long has about one-thirtieth of its length, about 1% inches filled with liquid polyurethane. The foaming material expands and rises as it expands and forms elongated cells which extend in a direction parallel to the geometrical elements forming the tubular walls. This direction of expansion and cell formation is called the foam rise axis.

The foam which is expanded in this manner exhibits anisotrophy, that is, its strength properties vary with its direction of fonnation. Specifically, the compressive strength parallel to the foam rise axis is greater than its compressive strength perpendicularly to the rise axis. This difference can be as great as four to one in high vertical rise foams due to extreme cell elongation during the last stage of gel formation because of the viscous drag along the side of the cavity being filled.

Further, disposing the foam in a tubular sheath or skin, greatly increases the compressive strength. The material formed, as in FIG. 3, in approximately a four inch diameter tube will support approximately 6500 pounds in compression, indicating that it has compressive strength in a direction parallel to the rise axis of approximately 500 psi.

Reference here is made specifically to polyurethane as the foaming plastic because it is presently the most commercially feasible substance, but should be understood that any foamin-place plastic is within the scope of the present invention.

The tube is then sliced into discs illustrated in FIG. 4, each disc being 4 inches high. The precise height of the discs of course is not critical to the invention. The 4-inch height is selected for the particular trailer application described herein. These discs may be used in any application wherein a block of compressive material is required. In the embodiment described herein, the discs are used as spacers for the two sheets used to form the panels of the cargo container fioor.

Utilizing the discs formed as described above, insulative panels are manufactured as illustrated in FIG. 2 and 6. A plurality of the discs are uniformly spaced apart and sandwiched between the sheets 17 and 18 which are approximately 4 feet by 8 feet. Preferably, the discs are on 12-inch centers in the direction of the length of the cargo body as viewed in FIG. 2 and are 9-inch centers in the direction transverse to the length of the cargo body. The discs may be tacked or otherwise secured between the sheets so as to maintain the preferred uniform spacing.

The material from which the sheets are formed is not critical to the formation of the panels. The discs must be sandwiched between some form of skin to form a cavity to receive the insulative material. I prefer to use A-inch plywood as the skin because it is inexpensive and because it has a satisfactory resistance to moisture. For the purpose of illustration, however, I have shown plywood as the bottom sheet 17 and molded fiber glass as the top sheet, the fiberglass adhering to the polyurethane when it is foamed in place.

Two parallel long edges of each panel have half-size discs 20 disposed thereon. As shown in FIG. 2, one set of half-size discs is tacked to the sheet 17 and at the opposite edge the discs 20 are tacked to the sheet 18 so that when two panels are joined edge-to-edge, their edges may be brought together in overlapping relation with half discs in alignment to fabricate a whole disc support.

The sandwich of sheets and discs is stood on edge with forms being applied around the periphery to contain the foam and to fonn a rabbet configuration along the edges having the half discs. The forms are applied to leave a marginal strip 29 of plywood around three edges of sheet 17. This strip facilitates attachment of the panel to the trailer frame as described below. The sandwich is then filled in the usual manner with polyurethane foam. The resultant panel structure is substantially entirely foam except for the outer sheets and the thin tubes of paper or plastic which have been employed in the formation of the structural discs. The panel therefore has an improved insulative quality since the use of high heat-conductivity spacers has been eliminated. Further, the panel is adapted to carry much greater compressive loads than a similarly formed panel which depends upon the strength of the foam alone. Further, the strength of the panel will not vary with the random orientation of cells which is normally found in the foam-in-place technique of panel formation.

In the manufacture of the cargo body, a frame is first formed having a plurality of cross bolsters 13 mounted on longitudinal beams 31, the cross bolsters being on 12-inch centers. A composite rub rail 32 have the H-shape" illustrated in FIG. 8 is secured to the ends of the cross bolsters along the longitudinal edges of the cargo body and around the forward end of the cargo body in a known manner.

The panels, starting with the forwardmost panel 34, are laid on top of the cross bolster and are tacked to the edges of the cross bolster as by rivets 35. The panels are preferably laid on top of the cross bolsters with the compression discs 19 and 20 in vertical alignment with the cross bolsters 13 so that the compressive force imparted to the discs will be transmitted directly to the cross bolster.

Succeeding panels are laid on the cross bolsters and tacked thereto with the rabbet joints formed in overlapping relation with the half disc 20 in vertical alignment. The edges of the panels at the side of the cargo body are spaced from the rub rail 32 leaving a pocket 36 extending around the side and front of the cargo container floor.

After the panels have been laid on the cross bolsters in the manner described, the metallic floor covering 14 may be applied. One such floor construction is shown in U.S. Pat. No. 2,923,384.

Sheets adapted to form the sidewalls of the cargo container are mounted on vertical posts in a known manner. The inner of such vertical sheets indicated at 37 in FIG. 8 overlies the pocket 36. A L-shaped member 38 forms a joint between the metallic floor 14 and the vertical wall sheet 37. When the vertical sheets are in place, polyurethane is introduced between them and foamed in place, as for example as described in my copending application Ser. No. 25 L969, filed Jan. 16, 1963, now U.S. Pat. No. 3,229,44l issued Jan. l8, 1966. The foaming polyurethane flows into intimate contact with the side edges of the panels to form a very tight joint 39.

The floor structure which results from the use of panels of the present invention has a satisfactory resistance to compressive stress, is lighter than previous structures through the elimination of wood cross bolsters or spacers, and has superior insulative qualities in that it is of a substantially uniform foamed polyurethane composition over its entire area.

What is claimed is:

1. The method of forming a sandwich panel for receiving vertical compressive loading comprising the steps of:

supporting an elongated tubular skin,

introducing a foamable plastic liquid into the tubular skin,

said foamable plastic liquid being of low thermoconductivity and being adapted to be foamed in place in said skin such that the direction of columnar cellular growth of the foamable plastic is generally parallel to the side of the skin upward to the direction of pouring, producing elongation of the cellular network in upward generally parallel orientation to define the rise axis of the foamable plastic,

said foamable plastic foamed-in-place being in complementary reinforcing relation with and in said skin with the rise axis of the foamable plastic generally perpendicular to the cross section of said tubular skin and parallel to the side of said tubular skin,

permitting said plastic to foam in place and set,

slicing the resultant structure along a plurality of vertically spaced horizontal planes to produce a plurality of upright spacers each having the rise axis of the foam plastic being upright whereby the plastic and skin are able to withstand vertical loads in the direction of the rise axis of the plastic and generally parallel to the depth of the skin,

placing a plurality of spacers in upright spaced-apart position between two horizontal parallel sheets in sandwich fashion, and

introducing foam plastic into the spaces foamed between the spacers and the horizontal sheets and allowing the foam plastic between the horizontal sheets and spacers to solidify to form a horizontal panel.

2. The invention according to claim 1, and

said tubular skin being generally circular in shape generally in the plane passing through the cross section of the tubular skin and generally perpendicular to the rise axis of the foam plastic and the axis of the tubular skin.

3. The invention according to claim 1, and

placing the panel over crossbearers such that a spacer is located over a respective crossbearer lengthwise thereof to form a floor.

4. The invention according to claim 3, and

said tubular skin being generally circular in shape generally in the plane passing through the cross section of the tubular skin and generally perpendicular to the rise axis of the foam plastic and the axis of the tubular skin. 

2. The invention according to claim 1, and said tubular skin being generally circular in shape generally in the plane passing through the cross section of the tubular skin and generally perpendicular to the rise axis of the foam plastic and the axis of the tubular skin.
 3. The invention according to claim 1, and placing the panel over crossbearers such that a spacer is located over a respective crossbearer lengthwise thereof to form a floor.
 4. The invention according to claim 3, and said tubular skin being generally circular in shape generally in the plane passing through the cross section of the tubular skin and generally perpendicular to the rise axis of the foam plastic and the axis of the tubular skin. 